Fiat Tempra
Template:Short description Template:Use dmy dates Template:Infobox automobile
The Fiat Tempra (Type 159) is a small family car produced by the Italian automaker Fiat from 1990 to 1996 in Italy.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Tempra was intended as a replacement for the Fiat Regata. The original project was called Tipo 3, being a mid-size car between the Fiat Tipo (project Tipo 2) and the bigger Fiat Croma (project Tipo 4). The Tempra shares its Type Three platform with the Lancia Dedra and Alfa Romeo 155.
The Tempra was named the 1991 Semperit Irish Car of the Year in Ireland. In Brazil, the Tempra was built from 1991 to 1998.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The car was also assembled in Turkey by Tofaş and in Vietnam by Mekong Auto in complete knock down until 2000.
OverviewEdit
The saloon of the Tempra was shown for the first time in newspapers in November 1989, and introduced in March 1990 at the Geneva Motor Show, with the station wagon (marketed as the "Tempra SW") arriving two months later in Turin.<ref name="AR91">Template:Cite book</ref> The initial engine range comprised 1.4, 1.6 and 1.8 petrol units and normally aspirated and turbocharged 1.9 litre diesel units.
The car began to be produced in Brazil for Latin American markets, after being introduced in Aruba, September 1991. First seen in September 1992, a two door coupé version of it, was produced exclusively for the market in Brazil.<ref name="AR94">Template:Cite book</ref> It was built until 1995, and a turbocharged petrol version was also available there.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
MechanicsEdit
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The Tempra's engine range was similar to that of the Tipo. Initially 1.4 and 1.6 litre models had carburetted engines. Both of these models were discontinued after 1992, due to the new European emission standards, and thus all models from 1993 onwards had catalytic converters and electronic fuel injection.
The standard transmission was a five-speed manual, and a continuously variable transmission was also offered as an option, a first on a midsize saloon. The CVT transmission was previously available on the Uno, Panda, Ritmo and Tipo.
The CVT transmission, called the "Selecta", was available only with the 1.6-litre engine with either bodystyle.<ref name="AR91"/> As of July 1991, the 2.0 litre SX model became available with an optional four speed automatic transmission.<ref name=TAM92>Template:Cite book</ref>
At the March 1992 Geneva Motor Show, a version with permanent four-wheel drive was introduced. It was only available in the Station Wagon bodystyle, fitted with the two-litre engine. The four-wheel drive system has a slight front bias (56/44%).<ref name="4x4">Automobil Revue 1994, p. 252</ref>
During its six year production run, few changes were made apart from a minor facelift in April 1993, which resulted in a new front grille and other minor styling changes, as well as new equipment levels.
Main parts (most notably, the doors) were shared with the Fiat Tipo. Other vehicles, derived from the same platform were the Lancia Dedra (Tempra's most similar cousin, sharing all mechanical components) and the Alfa Romeo 155.
The Tempra had two exclusive options in Brazil: a two-door coupé bodystyle for any engine option (from 1992 to 1994), and a 2.0-litre turbo, which was sold in the two-door bodystyle called "Tempra Turbo" (1994 to 1995) and with the four-door as "Tempra Turbo Stile" (1996 to 1997).
The engine delivered Template:Cvt and Template:Cvt of torque.
Period magazine tests registered Template:0to100kmh in 8.2 seconds, and a top speed of Template:Cvt for the two-door Tempra Turbo in 1994. The Tempra Turbo 1994 was only the second turbocharged car to enter series production in Brazil. The first one was the Uno Turbo, also in 1994.
Equipment and trim levelsEdit
Only two trim levels were available in the early years of production: standard (S) and SX, both reasonably equipped considering the Tempra's low price.
SX models for example, featured power windows, power locks, adjustable seat belts and steering wheel, front fog lights, body coloured bumpers, velvet upholstery, a futuristic digital dashboard and many other standard extras. They were also available with optional extras like anti-lock brakes, alloy wheels, sunroof and electronic climate control.
A facelift in April 1993 featured more trim levels, now ranging from the standard models ("L" in the United Kingdom, where it was only available with 1.4-litre engine) via the S and SX to the top SLX, which was only available with 1.8, and 2.0 litre engines in the United Kingdom. An optional driver's airbag was another innovation that year.
The four-wheel drive Station Wagons continued to be available in some markets, such as Switzerland.<ref name="AR94102">Automobil Revue 1994, p. 102</ref>
In Turkey, where Tofaş built the car, there were also "SX A" and "SX AK" (climate control added) trims available. The 1,000,000th Tempra which Tofaş built was a 2.0 i.e. 16V model. The Turkish 16 valve Tempra was not sold in the rest of Europe; it was also available with station wagon bodystyle and has a Template:Convert engine.<ref name=AutoCapital1>Template:Cite journal</ref>
There was also a panel van bodystyle sold in the domestic market of Italy called the Marengo, a name also used before with the Regata Weekend and later again with the Marea Wagon. This is a commercial version of the Tempra which was based on the Station Wagon bodystyle, but with basic equipment, heavily tinted rear windows, and no rear seats. The engines were most commonly the naturally aspirated diesel units.
Known issuesEdit
Quattroruote, a popular Italian motoring magazine, reported some failures and defects with the Tempra. The first issue to be reported was some water ingress through the windscreen seals, an issue that previously plagued some other Fiat vehicles, especially Alfa 33, which in rainy conditions would carry a significant quantity of water on board. This problem was reported from 1990–1992 and was resolved with using a higher quantity of sealant when fitting the glass.
Another reported problem was high oil consumption, especially the 1,581 cc engine, which was a common defect with the Tipo (with the same engine) and Panda (1000 FIRE engine). The same was reported for other Fiat vehicles but disappeared with the new 1.6 L engine.
On the same model, from 1994, the car started to show some electronic malfunctions, with items such as the electronic control unit, code key and electric system. A design flaw of the Tempra was that its rear window was too small and inclined and the tail too tall, so that rear visibility was poor. This issue was common with the 155 and Dedra, and was one of the reasons the estate had more success than the saloon,<ref>Quattroruote; December 1995</ref> especially in the United Kingdom.
QualitiesEdit
Average range for a 55 kW 1.6 litre sedan was around Template:Convert (Template:Convert), and consumption at constant speed was of Template:Convert at Template:Convert and Template:Convert at Template:Convert. All these were aided by a favourable aerodynamic (Cx 0.297) and only 17.2 PS subtracted at Template:Convert, which was the best result among all the rivals.<ref>Quattroruote; September 1992</ref>
Another advantage was the galvanized structure, which allowed the car to be resistant against rust over time, showing good resilience to weather and bad climate conditions after many years. Other qualities were the strength and reliability of the mechanics, thanks to the engine that could be used in urban, extra urban and highway driving conditions.
The luggage capacity, especially in the Marengo panel van, was also one of the favourites among corporations, especially with the 1,929 cc diesel engine, and the interior space was comfortable for five persons during long travels.
F1 Safety CarEdit
Template:External media A Brazilian produced version of the 16 valve Tempra had the honourable role of being used in Formula One as the Safety Car during the season of Template:F1, most notably at the Brazilian Grand Prix.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
End of productionEdit
The Tempra was discontinued in Europe in August 1996, and in Brazil in 1998. It was replaced by the Marea, which is based on the Bravo and Brava platform, the replacements for the Tempra's sister car the Tipo. In Brazil, 204,795 Tempras were produced in eight years,<ref name="uol.com.br">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and in Turkey, where the car was manufactured by Tofaş from November 1990<ref>Automobil Revue 1994, p. 526</ref> until 1999, 129,590 were made.
EnginesEdit
| Model | Engine layout | Engine code | Displacement | Power | Torque | Notes |
|---|---|---|---|---|---|---|
| 1.4 S | I4 SOHC | 159A2.000 | 1,372 cc | DIN: Template:Convert at 6,000 rpm ECE: Template:Convert at 6,000 rpm |
DIN: Template:Convert at 2,900 rpm ECE: Template:Convert at 2,900 rpm |
carburetor |
| 1.4 i.e. | I4 SOHC | 160A1.046 | 1,372 cc | DIN: Template:Convert at 6,000 rpm ECE: Template:Convert at 6,000 rpm |
DIN: Template:Convert at 2,900 rpm ECE: Template:Convert at 3,000 rpm |
cat and fuel injection |
| 1.6 S | I4 SOHC | 159A3.000 | 1,581 cc | DIN: Template:Convert at 5,800 rpm ECE: Template:Convert at 5,800 rpm |
DIN: Template:Convert at 2,900 rpm ECE: Template:Convert at 2,900 rpm |
carburetor |
| 1.6 i.e. | I4 SOHC | 159A3.000 | 1,581 cc | DIN: Template:Convert at 6,000 rpm ECE: Template:Convert at 6,000 rpm |
DIN: Template:Convert at 3,000 rpm ECE: Template:Convert at 3,000 rpm |
cat and fuel injection (until 1992) |
| 1.6 i.e. | I4 SOHC | 835C1.000 159A3.048 (Selecta) |
1,581 cc | DIN: Template:Convert at 6,000 rpm ECE: Template:Convert at 6,000 rpm |
DIN: Template:Convert at 3,000 rpm ECE: Template:Convert at 3,000 rpm |
cat and fuel injection (after 1992) |
| DIN: Template:Convert at 5,750 rpm | DIN: Template:Convert at 2,750 rpm | No catalyzer (Turkey and other markets)<ref name=AutoCapital1/> | ||||
| 1.8 i.e. | I4 DOHC | 159A4.000 | 1,756 cc | DIN: Template:Convert at 6,000 rpm ECE: Template:Convert at 6,000 rpm |
DIN: Template:Convert at 2,500 rpm ECE: Template:Convert at 2,500 rpm |
fuel injection |
| 1.8 i.e. | I4 DOHC | 835C2.000 | 1,756 cc | DIN: Template:Convert at 6,000 rpm ECE: Template:Convert at 6,000 rpm |
DIN: Template:Convert at 3,000 rpm ECE: Template:Convert at 3,000 rpm |
cat and fuel injection, 1992– Template:Convert DIN in some markets<ref name="ar94-3">Automobil Revue 1994, pp. 250-251</ref> |
| 2.0 | I4 8V DOHC | 1,995 cc | DIN: Template:Convert at 5,250 rpm | DIN: Template:Convert at 3,000 rpm | carburetted Brazilian model<ref name="AR94"/> | |
| 2.0 i.e. | I4 8V DOHC | 159A6.046 | 1,995 cc | DIN: Template:Convert at 5,750 rpm ECE: Template:Convert at 5,750 rpm |
DIN: Template:Convert at 3,300 rpm ECE: Template:Convert at 3,300 rpm |
cat and fuel injection |
| 2.0 i.e. 16V | I4 16V DOHC | 1,995 cc | DIN: Template:Convert at 5,750 rpm DIN: Template:Convert at 6,250 rpm |
DIN: Template:Convert at 4,750 rpm DIN: Template:Convert at 5,000 rpm |
Brazilian model<ref name="AR94"/> Turkish model<ref name=AutoCapital1/> | |
| 2.0 i.e. Turbo | I4 8V DOHC | 1,995 cc | DIN: 121 kW (165 PS) at 5,250 rpm |
DIN: Template:Convert at 3,000 rpm |
(1993–1996 two door, and 1995–1998 four door Tempra Turbo Stile) Brazilian model | |
| 1.9 D | I4 SOHC | 160A7.000 | 1,929 cc | DIN: Template:Convert at 4,600 rpm | Template:Convert at 2,000 rpm | |
| 1.9 TD | I4 SOHC | 160A6.000 | 1,929 cc | DIN: Template:Convert at 4,000 rpm ECE: Template:Convert at 4,000 rpm |
DIN: Template:Convert at 2,800 rpm |
with EGR |
| 1.9 TD | I4 SOHC | 160A6.000 | 1,929 cc | DIN: Template:Convert at 4,100 rpm ECE: Template:Convert at 4,100 rpm |
DIN: Template:Convert at 2,400 rpm ECE: Template:Convert at 2,400 rpm |
NotesEdit
External linksEdit
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